Fuel vaporizer



Dec. 29, 1 925 1,567,810

F. C. MOCK FUEL VAPORIZER Filed 001:. 21, 1922 4 Sheets-Sheet l 22 jZZ J.

Dec. 29,192.5- I 1,567,810 F. C. MQCK FUEL VAPORIZER Filed Oct. 21, 1922 4 Sheets-Sheet Dec. 29, 1925' w 1,567,810

F. c. MogK FUEL VAPORIZER Filed Oct. 21, 1922 4 Sheets-Sheet 5 zgg'izzjw Jam/Woof;

4 Sheets-Sheet 4 Ewen/2 0 f Dec. 29, 1925- F. C. MOCK FUEL VAPORIZER Filed Oct. 21, 1922 Patented Dec. 29, 1925- UNITED STATES PATENT OFFICE.

FRANK C. IOCK, OF GH ICAGO, ILLINOIS, .ASSIGNOB T STROHBERG IO'IOB DEVICES 00., A GOBBORATION OF ILLINOIS.

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Application filed October 81, 1922. Serial No. 595,890.

To all whom it may concern:

Be it known that I, FRANK C. Moon, a citizen of the United States, residin at Chicago, in thecounty of Cook and tate of Illinois, have invented a certain new and useful Improvement in Fuel Vaporizers, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

The present invention relates to fuel vaporizers for internal combustion engines.

One of the principal objects of my invention. is to provide an improved method of and means for separating the unvapor ized or unfogged fuel from the mixture charge for subjection to a source of heat. This improved method of separation operates upon the theory of a change in direc tion of the mixture stream and a reduction in velocity thereof. A single ri ht angle turn, or even a lesser deflection 0 the mixture stream will separate practically all of the unvaporized or unfogged fuel from the charge when the velocity of the charge is held down to a sufficiently low speed. By reducing the velocity of the mixture stream in this manner, the fuel particles which have been separated from the mixture stream will not be wiped or dragged along the walls of the manifold into the valve pockets and engine cylinders. By keeping the air velocity sufficiently low just beyond this point of fuel separation, the separated liquid fuel can be made to assume a gravitational flow down an inclined surface in a direction counter to the air stream. utilize this gravitational flow to distribute the separated fuel in a thin liquid film over a large area of heating surface; and also to return any fuel which has not been vaporized by the foregoing subjection to heatback to a point of high air velocity, whereby this fuel can be again introduced into the air stream for atomization or a subsequent subjection to heat.

Experiments have indicated that under conditions where the air velocity than approximately 36 feet per and to sing surface and oy to the lo e t o fuel on a separated, will clin to I the average carburetor at high motor speed may attain speed as high as approximately 250 feet per second, it will be apparent that a very considerable reduction in air velocity at the point of fuel separation is necessary for the effective performance of the foregoing method. This reduction in velocity is obtained by causing a very considerable enlargement of the mixture stream. I have found that the mere introduction of a mixturestream into an enlarged passa is generally not enou h to slow down t e entire sectional area 0 the mixture stream, as the central art of the mixture stream will exist as a big velocity stream filling only a portion of the passage, the outer strata of the stream perha s expanding and falling off in velocity. ccordingly, I find it desirable to provide means for mechanically diffusing or spreading the stream over substantially the entire area of-the enlarged fuel separatlug-chamber, this being accomplished by deflecting bafiles or the like interposed in the ath of the mixture stream.

A ter' the unvaporized or unfogged fuel has been separated from the mixture stream it must be retained on the heated surface in a comparatively thin film, distributed over a large area, until evaporation is completed. If the temperature of the heating surface is somewhat above the boiling point of the fuel, this evaporation will result from the plain boiling of the fuel. If the temperature of this heating surfaceis much in excess of the boiling point of the fuel, the fuel may evaporate in spheroidal condition,

I that is to say, it will bounce off the heating surface in drops and evaporate. If the temperature of the heating surface falls below the boiling point of the fuel, the fuel will only evaporate by surface evaporation. For rapid surface evaporation it is highly important that the fuel be distributed in a film over as large a surface as possible,

otherwise there will be a tendency for the fuel to collect and load when the rate of fuel supply from the carburetor exceeds the rate of evaporation.

The invention is further characterized by the provision of an improved arrangement ribs for collecting the the es, also au-arra q in effect, form distributing dams, to insure that the fuel will be compelled to cover a large area of surface rather than being allowed to collect in one spot.

Referring to the accompanying drawings Illustrating a preferred embodiment of my invention:

Figure 1 is a longitudinal sectional view through the fuel vaporizer;

Fig. 2 is an inverted sectional view of the same taken on the .plane of the line 2-2 of Fig. 2;

Fig. 3 is a horizontal plan View taken approximately on the plane of the line 3-3 of Fig. 1;

Fig. 4 is an inverted view taken approximately on the plane of the line 4-4 of Fig. 1'

Fig. 5 is a plan view of a modified construction;

Fig. 6 is a longitudinal sectional view through the same;

Fig. 7 is a detail view of the pivoted spreading baflie Fig. 8 is a diagrammatic illustration of dash control connections associated with the foregoing construction;

Fig. 9 is an elevational view of the control buttons; 7

Fig. 10 is a vertical sectional view of a modified construction; and

Fig. 11 is a. transverse sectional view taken on the plane of the line 11-11 of the above figure.

Referring to Figs. 1 and 2, the vaporizer comprises a three sided casing 14 which extends upwardly at a slight incline and has an open bottom for the rece tion of the vaporizing plate 17. The out ine of this casing 14 is substantially as shown in Fig. 2,'

and the lower end of the casing has an inlet 18 formed with a connecting flange 19, to which is bolted the conventional manifold flange of a horizontal type of carburetor 21. The upper end of the casing 14 is formed with an u wardly extending conduit 22 which may for connection with the usual intake manifold. The lower margin of the casing 14 is provided with a flange 23, from which is supported the vaporizing plate 17 and the ex aust casing 24. The vaporizing plate 17 is of the same outline as the open bottom of the casing 14, and this plate has a drop ed flange 25 which is adapted to be secured to the flange 23. A comparatively thick gasket 26 of heat'insulating material is interposed between the flanges 23 and 25, so that the heat which is im arted to the vaporizing plate 17 will not e transmitted to the casing 14.

The exhaust casing 24 has an inlet connection 27 into which fits the inlet exhaust conduit' 28. A gland and packing 29 may be provided for sealing the connection between flanged or otherwise adapted the conduit28 and the inlet 27. The inlet is preferably at the upper end of the exhaust casing so that the exhaust gases will impinge on the reverse side of the vaporizing plate 17 and will be forced to flow downwardly along said plate to the outlet 31. An outlet conduit 32 leading from this outlet connection 31 may be provided with a similar packing 33. The entire volume of exhaust gases may be circulated through the casing 24,'or only a part thereof shunted through this casing. In the latter case, any suitable manual or automatic control may be rovided for regulating the volume of exaust gases thus shunted through the casing 24.,

A very large surface for heat absorption is provided by forming depending ribs 34 on the under side of the vaporizing plate 17. As shown in Fig. 4, these ribs are arranged in rows extending transversely of the flow of the exhaust gases. It will be observed that these ribs flare outwardly from each side of the center of the exhaust chamber, and it will also be observed that the diagonal disposal of these ribs is reversed in each successive row, this arrangement having the action of bringing a different layer of exhaust gabs in contact with each subsequent row of r1 s.

Referring now to Fig. 2, the mixture stream is deflected outwardly into the greater area of the casing 14 by the diverg- 1ng deflecting ribs 36 depending from the inclined top of the casing 14. The leading edges of these ribs 36 are grouped in close proximity to the inlet 18, and their trailing ends diverge outwardly toward the outer walls of the casingwso as to forcibly turn portions of the mixture streamoutwardly into the outer confines of the casing. This has the action of lowering the velocity of the mixture stream by the mechanical diffusion thereof, so that the lower velocity flow of the mixture stream will dro the unfogged particles of fuel, and wil not wipe up particles of fuel from the vaporizing plate 17 nor sweep any accumulation of fuel upwardly through the outlet 22. As shown in Fig. 3, the surface of the plate 17 is ribbed by a lurality of transverse ribs 37, which incline downwardly from the center toward the sides of the plate at a slight angle. A groove -38 is extended around the mar ins of the late 17 adjacent the casing wal 14, and t e small tter formed in the front of each rib 3 discharges into this groove 38. Consequently, any accumulations of fuel which do not vaporize. under the heat of the plate 17 and the reduced pressure prevailing in the vaporizing chamber are conducted laterally to the trough or groove 38 where they flow downwardly into the area 39 in the bottom of the casing 14. As before stated, the cartill bureter 21 is preferably of the horizontal type, and is preferably arranged with the shaft 41 of its throttle 42 extending horizontally. By this arrangement, when the engine is running on restricted throttle, a very high velocity stream of air will be drawn above the upper lip of the throttle, and below the lower lip of the throttle, which high velocity stream of air will pick up accumulations of fuel in the area 39 and reatomize the same or carry such fuel upwardly through the vaporizing chamber fora repetition of the foregoing cycle.

By virtue of the heat insulating gasket '26 a minimum amount of heat is transmitted to the casing 14, and by forming the rib 36 to depend from the top of the casing 14, a negligible amount of heat is conducted to these ribs. Consequently, the transmission of heat to the air component of the charge is reduced as much as possible. The diverging ribs 36 also'function to collect accumulations of liquid fuel and to deflect these -accumulations outwardly towards the sides of the casing, the fuel running along these ribs until the decrease of air velocity ceases to carry them, when they drop down on the vaporizing plate 17. The flow of air tends to distribute accumulated fuel upwardly over the vaporizing plate 17 and gravity tends to cause the fuel to flow downwardly, whereby a wide spread distribution of the fuel is obtained across the entire surface of the vaporizing plate 17.

In Figs. 5 and 6 the mixture stream is led into the upper part of the vaporizing chamber 14 through the inlet 18", the vaporizing plate 17' being disposed below the level of the inlet opening 18. The outlet 22' is substantially in line with the inlet 18'. As will be noted from Fig. 5, the chamber 14 is expanded laterally to a considerable degree to provide an extensive area of vaporizing chamber for reducing the velocity of the mixture stream. Normally, it will be apparent thatconsiderable part of the mixture stream would pass direct from the inlet 18 to the outlet 22' without any great reduction in'velocity and without opoprtunity for precipitating unfogged fuel particles on the vaporizing plate 17. To prevent this direct passage of the mixture stream there is provided a swinging bafile 44 which is pivoted in the upper part of the casing 14. on a pivot sha into cr'out of line with the blastof the mixture stream entering the inlet '18. When in its lowered position, as indicated in full lines, it has the action of deflecting 4:5. This baffle is positioned to swing down or up,.

arched or formed of V configuration so as to divide the mixture stream and deflect the same. laterally towards the sides of the vaporizing chamber. The lower edge of the vaporizing chamber 14 is flanged for securing the exhaust casing 24' and the vaporizing plate 17 thereto, a heat insulating gasket 46 being interposed between the vaporizing plate 17 and the casing 14' as in the preceeding embodiment. The plate '17 is formed with a plurality of heat absorb- 'retor, or any point ofhigh suction, so as to provide a passageway for drawing any accumulations of unva orized fuel from the surface of the vaporizing plate 17 up into the carburetor or carbureting passageway for a subsequent introduction into the air stream.

It is common practice to extend the intake manifold of the engine through the water jacket space 51, as shown as 52. When operated alone, this method of vaporizing the fuel particles is frequently inadequate in cold weather, and, to take care of this condition, exhaust heated Vaporizers, such as the vaporizing chamber 14', are sometimes provided to assist in the complete vaporization of the fuel in cold weather. In hot weather, this duplex arrangement of vaporizer frequently tends to overheat the mixture, resulting in detonation and a reduced density ofcharge. I have found that by controlling the percentage of fuel thrown on the vaporizing surface the final temperature of the mixture can be regulated through a wide range, so as to take care of these conditions. This action follows from the fact that in the presentmethod of fuel content alone of the mixture is passed over the surface. ll utilize this heating charac tsristic or the reel by pivotally recruiting the deflecting baflle 44 on a pivot shaft 45 so that the quality of fuelthrown down on the vaporizing surface can be controlled, and thereby the resulting temperature of the mixture controlled.

When the baflle 44 is swung up into its dotted line position the' section 52of the in-- take manifold is relied u on for vaporizing those fuel particles whic are sustained in the mixture stream.

It should be remarked at this point that the vaporizing chamber14 has a gravitational separating action which functions automatically in accordance with the engine speed. A complete and thorough vaporiza- Men of all unfogged fuel particles'is not necessary at high motor speeds, because at such s eeds the cylinder temperature is sufliclently high to vaporize the fuel particles; and equal distribution of the fuel between the several 0 linders in assured by the comparatively high air velocities, which convey the fuel to the endmost points of the manifold. It is at the low motor speeds that a high degree of external 'fuel vaporization is desired, because of the lower cylinder temperatures and because of the inability of the lower air velocities to equally distribute the fuel particles between the cylinders. At these low motor speeds the unfogged fuel is dragged along the walls of the mixture passageway by the air stream. It will be noted that in the present embodiment such fuel that is drag ed along the walls of the carburetor 21 an intake 18' is precipitated down on the vaporizing plate 17 irrespective of the position of the bafile 44. Consequently, a fuel vaporizing action always occurs automatically when the air velocity drops to that point at which it is desirable to have vaporization occur. Vaporization at the high motor speeds is made more or less dependent on the position of the bafile 44.

The positioh of the baflle 44 may be made dependent upon the position of the throttle 42, byconnecting a llIlk 81 between arms 82 and 83 mounted on the throttle shaft 41 and baflle shaft 45, respectively.

As an alternative arrangement, the baflle 44 may have a separate dash control, as shown in Figure 8, in which the bafiie has operative connection with a control button 55 on the dash 54. An opperating rod 56 extends down from the button 55, and has any suitable operative connection with the pivot shaft 45, as through the instrumentalit of the crank arm 57 and the two beve gears 58 and 59. A second control button 61 is also provided on the dash in proximity to the vaporizer control button 55. The button 61 has connection through a rod 62 with the crank arm 63 of a choker valve 64 disposed in the air intake of the carburetor 21. As shown in Fi 9, the choke button 61 had rigidly secure thereto an arm 65 which extends down under the flange of the heat button 55, the lower end of this arm being notched out to embrace the hub of the button 55. By slightly rotating the button 61 the arm 65 can be made to clear the button 55 so that each button may be operated independently of the other. In summer, when the engine is to be started,

the choke button 61 is pulled outwardly,

and this button acting through the arm 65, pulls the heat button 55 outwardly, so that for starting a rich mixture is secured and this mixture is deflected down into the vaporizing chamber 14 for vaporization of the fuel particles therein. After the motor has been running a short time, the heat button is pushed inwardly, which operates to open the choke valve 64 and raise the defleeting baflie 44. For winter driving, the heat button is left out all the time so as to place the heat bafile 44 in its downward defleeting position, and the choke button is o erated in and out independently of the heat button.

In Figures 10 and 11 the vaporizing chamber is illustrated as extending substantially at right angles to the incoming charge of mixture from the carburetor 21. The carburetor is illustrated as being of the horizontal type, and the vaporizing chamber 68 extends substantially upright alongside of the motor block. The inlet 69 enters the bottom of the chamber 68, and the outlet 71 discharges from the upper end of the chamber 68, preferably at a point adjacent to the front wall of the chamber so that there will be a minimum possibility of fuel being drawn upwardly along the vaporizing plate 72 and into the outlet, 71. An ilisulating gasket 72 is interposed between the vaporizing plate 72 and the vaporizing chamber 68, and an exhaust casing 74 is bolted to the back of the vaporizing plate 72 for circulating the exhaust gases into contact therewith. This exhaust casing has exhaust inlet connection 75 and outlet connection 76, and this exhaustcasing houses a plurality of heat absorbing lugs or ribs proecting from the back of t e vaporizing plate 7 2.

The mixture stream entering through the inlet 69 impinges upon a V-shaped dividing rib 77 which is disposed more or less obliquely to the entering stream. This dividing rib spreads out the high velocity part of the mixture stream to the side areasof the vaporizing chamber 68, with the effect that the unvaporized fuel particles impinge on the vaporizing plate 72 and rib 77, and are spattered or washed diagonally upward and sidewise. These fuel particles are either vaporized by the heat of the late 72 or they finally reach side walls 0 the vaporizin chamber, from whence they drain back to t a mixture inlet 69 and the carburetor mouth. From this point such unvaporized fuel is again thrown up on the heating surface. The lateral enlargement of the mixture stream into the greater width of the vaporizing chamber 68 reduces the vvelocity of the mixture stream to a point where it will no longer sustain the fuel dro s. Adequate surface necessary for cond tions of surface evaporation is obtained by virtue of the fact that when the motor is idl' there is a very high velocity throiglh the t rottle crack and this velocity wa es the liquid fuel up on the dividing rib and keeps it spread out well in a liquid film.

I claim:

1. In combination, a fuel vaporizing chamber, an inlet mixture conduit entering.

said chamber, said chamber being enlarged. laterally to each side of the point of entrance of said conduit, a baflie encountered by the mixture stream entering through said conduit and operable to divide the mixture stream and spread the same laterally to each side from said'inlet conduit, thereby changing the direction of fiow of said mixture stream and reducing its velocity in the expanded area of said vaporizing chamber, a vaporizing plate positioned to receive the fuel particles preci itated by said reduction in velocity an change of direction, an outlet removed from said vaporizin plate and adapted to be connected .wit the intake manifold, a shoulder interposed between said mixture outlet and said vaporizing surface at an angle to the latter for preventing fuel particles from being .swept out through said outlet, an exhaust casing enclosing the reverse side of said vaporizing plate, heat absorbing ribs projecting from said vaporizing plate into said exhaust casing, and conduit means for circulating exhaust gases through said exhaust casing. 2. In combination, an intake manifold, a carburetor, fuel vaporizing means interposed therebetween comprising a fuel vaporizing chamber having outlet and inlet conduits ada ted for connection with said manifold an said carburetorrespectively,

means in said chamber for spreading the entering mixture stream into the enlarged area of said chamber and thereby reducing its velocity, a heated vaporizing plate disposed at an angle to the entering mixture stream, said mixtilre inlet discharging substantially horizontally into said chamber and entering the bottom thereof whereby fuel particles not vaporized on said vaporizing plate will gravitate down along the walls'of said chamber towards said mixture inlet. where they will be subjected to the high velocity portion of the entering mixture stream.

3. In fuel vaporizing means of the class described, the combination of a vaporizing chamber, a vaporizing plate in said chamber inclined toward said inlet, and *means on said plate for distributing the accumulations of liquid thereon.

4. In fuel vaporizing means of the class described, the combination of a vaporizing chamber having a mixture inlet and a mixture outlet, a heated vaporizing plate in said chamber. inclined downwardly toward the inlet, and shoulders associated with'said plate for damming the'surface flow on said plate.

5. In fuel vaporizing'means of the class described, the combination of a vaporizing chamber having a horizontal mixture inlet adapted for connection with a carburetor, and an H wardly extending mixture outlet adapted or connection with an intake manifold, a heated vaporizing plate in said chamber inclined tobe impinged against by the enterin mixture stream, and ribs formed on the sur ace of said vaporizin plate for damming the surface flow and istributing the liquid fuel over said vaporizing plate.

6. In fuel vaporizing means of class described, the combination of a va orizing chamber having a mixture inlet an a mixture outlet, an inclined heated vaporizing plate disposed'at an angle-to the entering mixture'stream, and transverse channels associated with said vaporizing late for damming the surface flow thereof, and a longitudinal channel associated with said plate for conducting the surface flow from said transverse channels back to said mixture inlet. 7. In combination, a vaporizing chambe having an inlet at one end and an outlet I at the other end, said chamber between said inlet and outlet being expanded laterally, one wall of said chamber forming a hot surface, and bafile members extendin between said inlet andoutlet and arrange to guide a fuel mixture in divergent paths from said inlet to the outlet, whereby said mixture will be gradually spread through said cham-- her and into contact with said hot surface.

8. In combination, a vaporizing chamber having an inlet for fuel mixture and an outlet, said chamber between said inlet and outlet being of gradually increasing cross sec tional area, the bottom of said chamber forming a hot plate, and baflle members ex tending from said inlet for receiving said fuel mixture and conducting it in divergent paths to spread it uniformly through said chamber and over said hot plate.

9. A vaporizer having a chamber, a fuel mixture inlet at one end and an outlet at the other end, a vaporizing surface positioned in said chamber to be im inlged against by the inflowing mixtiire, an guide in laterally divergent paths and into en-- gagement with said vaporizing surface.

10. In combination, a vaporizing chamber having a fuel mixture inlet at one end and an 5 outlet at the other end, said chamber between said inlet and outlet being enlarged laterally whereby to permit expansion of the mixture flowing therethrough, a vaporizing surface on the bottom of said chamber, and baf- He walls extending from said inlet towards 10 said outlet, said walls being positioned to separate the incoming mixture into streams and for directing such streams laterally and against said vaporizing surface before said outlet is reached. 15 In witness whereof, I hereunto subscribe my name this 16th day of October, 1922. FRANK C. MOCK. 

